Vehicle brake control method, device, equipment, medium and product

Abstract

The present application relates to the technical field of vehicle braking control, and particularly relates to a vehicle braking control method, device, equipment, medium and product, wherein the method comprises the following steps: obtaining the load and braking level of a vehicle; substituting the load and braking level of the vehicle into a target pressure slope calculation formula to calculate a target pressure slope corresponding to the load and braking level of the vehicle; correcting a target pressure curve based on the target pressure slope to obtain a corrected target pressure curve to control the braking force of the vehicle; and the technical problem of low braking force control accuracy of the vehicle in the electric air fade stage can be solved.

Description

Technical Field

[0001] This invention relates to the field of vehicle braking control technology, and particularly to a vehicle braking control method, device, equipment, medium, and product. Background Technology

[0002] In urban rail or articulated trains, if the descent and ascent of the electric braking and air braking during the electro-pneumatic dissipation phase are not synchronized or coordinated, it can lead to excessive or insufficient deceleration of the train during the stopping phase, causing significant changes in the impact rate of the train or other vehicles. There is a technical problem in this field regarding the low precision of braking force control during the electro-pneumatic dissipation phase. Summary of the Invention

[0003] This invention provides a vehicle braking control method, device, equipment, medium, and product, which solves the technical problem of low braking force control accuracy of vehicles during the electro-pneumatic decay phase.

[0004] In a first aspect, the present invention provides a vehicle braking control method, the method comprising: acquiring the vehicle load and braking level; substituting the vehicle load and braking level into a target pressure slope calculation formula to calculate a target pressure slope corresponding to the vehicle load and braking level; and correcting the target pressure curve based on the target pressure slope to obtain a corrected target pressure curve for controlling the vehicle braking force.

[0005] In some embodiments, the step of substituting the vehicle's load and braking level into the target pressure slope calculation formula to calculate the target pressure slope corresponding to the vehicle's load and braking level includes: determining the level interval of the vehicle's braking level based on the vehicle's braking level; substituting the vehicle's load into the target pressure slope calculation formula corresponding to the level interval, wherein the target pressure slope calculation formula includes: target pressure slope = first load slope + (current vehicle load - first load) / (second load - first load) * (second load slope - first load slope); wherein the first load slope and second load slope of the target pressure slope calculation formula corresponding to different level intervals are different.

[0006] In some embodiments, the first load includes an AW0 load and the second load includes an AW3 load.

[0007] In some embodiments, the level interval includes: a first level interval, a second level interval, and a third level interval, wherein the first level interval includes 0 to the first level, the second level interval includes the first level to the second level, and the third level interval includes the second level to the third level.

[0008] In some embodiments, the step of determining the first load slope includes: under the first load, acquiring a target pressure curve and a brake cylinder pressure curve, wherein the target pressure curve includes the pressure curve expected to be output by the brake cylinder, and the brake cylinder pressure curve includes the pressure curve actually output by the brake cylinder; translating the brake cylinder pressure curve and the target pressure curve to obtain the intersection point of the brake pressure curve and the target pressure curve; dividing the stage into different stage intervals based on the intersection point; for each stage interval, changing the slope of the target pressure curve in the stage interval until the brake cylinder pressure curve approaches the original target pressure curve, and using the slope of the target pressure curve in the stage interval as the first load slope.

[0009] In some embodiments, the step of determining the second load slope includes: under the second load, acquiring a target pressure curve and a brake cylinder pressure curve, wherein the target pressure curve includes the pressure curve expected to be output by the brake cylinder, and the brake cylinder pressure curve includes the pressure curve actually output by the brake cylinder; translating the brake cylinder pressure curve and the target pressure curve to obtain the intersection point of the brake pressure curve and the target pressure curve; dividing the stage into different stage intervals based on the intersection point; for each stage interval, changing the slope of the target pressure curve in the stage interval until the brake cylinder pressure curve approaches the original target pressure curve, and using the slope of the target pressure curve in the stage interval as the second load slope.

[0010] Secondly, the present invention provides a vehicle braking control device, the device comprising: an input module for acquiring the vehicle load and braking level; a calculation module for substituting the vehicle load and braking level into a target pressure slope calculation formula to calculate the target pressure slope corresponding to the vehicle load and braking level; and a correction module for correcting the target pressure curve based on the target pressure slope to obtain the corrected target pressure curve for controlling the vehicle braking force.

[0011] Thirdly, the present invention provides a computer device including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of any of the vehicle braking control methods described above.

[0012] Fourthly, the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of any of the vehicle braking control methods described above.

[0013] Fifthly, the present invention provides a computer program product comprising a computer program that, when executed by a processor, implements the steps of any of the vehicle braking control methods described above.

[0014] This invention provides a vehicle braking control method, device, equipment, medium, and product. The method includes: acquiring the vehicle's load and braking level; substituting the vehicle's load and braking level into a target pressure slope calculation formula to calculate the target pressure slope corresponding to the vehicle's load and braking level; correcting the target pressure curve based on the target pressure slope to obtain a corrected target pressure curve for controlling the vehicle's braking force; and solving the technical problem of low braking force control accuracy during the electro-pneumatic decay phase of the vehicle. Attached Figure Description

[0015] The invention will now be described in more detail with reference to embodiments and the accompanying drawings:

[0016] Figure 1 This is a schematic flowchart of a vehicle braking control method provided in an embodiment of the present invention;

[0017] Figure 2 This is a schematic diagram of the structure of a vehicle braking control device provided in an embodiment of the present invention;

[0018] Figure 3 This is a schematic diagram of the traditional electro-pneumatic decay process;

[0019] Figure 4 A schematic diagram of the pressure curve of a brake cylinder is provided as an application example of the present invention;

[0020] Figure 5 A schematic diagram of an AW0 brake cylinder pressure curve is provided as an application example of the present invention;

[0021] Figure 6 This is a schematic diagram of the pressure curve of an AW3 brake cylinder, provided as an application example of the present invention.

[0022] In the accompanying drawings, the same parts are referred to by the same reference numerals, and the drawings are not drawn to scale. Detailed Implementation

[0023] To enable those skilled in the art to better understand the present invention and to fully understand and implement the process of how the present invention uses technical means to solve technical problems and achieve corresponding technical effects, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. The embodiments of the present invention and the various features therein can be combined with each other without conflict, and the resulting technical solutions are all within the protection scope of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present invention.

[0024] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0025] 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, and 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.

[0026] In urban rail or articulated trains, if the descent and ascent of the electric braking and air braking during the electro-pneumatic dissipation phase are not synchronized or coordinated, it can lead to excessive or insufficient deceleration of the train during the stopping phase, causing significant changes in the impact rate of the train or other vehicles. There is a technical problem in this field regarding the low precision of braking force control during the electro-pneumatic dissipation phase.

[0027] To address the technical problem of low braking force control accuracy in vehicles during the electro-pneumatic decay phase, this invention proposes a vehicle braking control method, device, equipment, medium, and product. The implementation details of this invention are described below for ease of understanding and are not essential for implementing this solution.

[0028] Example 1

[0029] Figure 1 This is a schematic flowchart of a vehicle braking control method provided in an embodiment of this application, as shown below. Figure 1 As shown, in the technical solution of this embodiment, a vehicle braking control method is provided. The method includes: acquiring the vehicle's load and braking level; substituting the vehicle's load and braking level into the target pressure slope calculation formula to calculate the target pressure slope corresponding to the vehicle's load and braking level; and correcting the target pressure curve based on the target pressure slope to obtain the corrected target pressure curve and control the vehicle's braking force.

[0030] The technical problem this embodiment aims to solve is how to determine the slope of the target pressure curve at each level to improve the braking force control accuracy during the electro-pneumatic receding phase. In train braking force control during the electro-pneumatic receding phase, traditional control methods suffer from inaccurate braking force control. For example, at lower braking levels, nonlinear characteristics are significant, easily leading to uneven deceleration feedback from the signal system at the braking end and poor stopping accuracy.

[0031] In this embodiment, the vehicle's load and braking level are first obtained. Then, the vehicle's load and braking level are substituted into the target pressure slope calculation formula to calculate the corresponding target pressure slope. The target pressure slope calculation formula is based on a segmented calibration strategy, considering different load and braking level intervals. For example, in different braking level intervals, such as the first interval (0-8%), the second interval (8%-60%), and the third interval (60%-100%), the target pressure slope is calculated based on the vehicle's load (e.g., AW0, AW3, etc.). Finally, the target pressure curve is corrected based on the calculated target pressure slope to obtain a corrected target pressure curve for controlling the vehicle's braking force. This method can accurately adjust the slope of the target pressure curve according to the actual vehicle operating conditions, rather than using a fixed slope or conversion factor as in traditional methods.

[0032] The technical solution of this embodiment, by accurately calculating the target pressure slope and correcting the target pressure curve, can effectively improve the braking force control accuracy during the electro-pneumatic decay phase. During train stopping, it can better adapt to different loads and braking levels. For example, when stopping at a low braking level, traditional methods, due to not considering the nonlinear characteristics of low braking levels, are prone to unstable braking force. This solution, by accurately calculating the target pressure slope, can provide appropriate braking force based on the actual braking level and vehicle load, making the deceleration during stopping more stable. This avoids under-braking due to slow braking response or over-braking due to an excessively large braking slope. Moreover, under different loads, such as AW0 and AW3, the braking force can be adjusted according to the actual situation, making train stopping more precise and stable under various operating conditions, improving the safety and comfort of train stopping.

[0033] Example 2

[0034] Based on the above embodiments, the step of substituting the vehicle load and braking level into the target pressure slope calculation formula to calculate the target pressure slope corresponding to the vehicle load and braking level includes: determining the level interval of the vehicle's braking level based on the vehicle's braking level; substituting the vehicle load into the target pressure slope calculation formula corresponding to the level interval, wherein the target pressure slope calculation formula includes: target pressure slope = first load slope + (current vehicle load - first load) / (second load - first load) * (second load slope - first load slope); wherein the first load slope and second load slope of the target pressure slope calculation formula corresponding to different level intervals are different.

[0035] The technical problem this embodiment aims to solve is how to substitute the vehicle's load and braking level into the target pressure slope calculation formula to calculate the target pressure slope corresponding to the vehicle's load and braking level. In the application example of train braking force control, accurately substituting the parameters and calculating the target pressure slope is a key step in achieving precise control.

[0036] In this embodiment, the braking level of the vehicle is first determined based on its braking level. For example, the braking level may be in the first level range of 0-8%, the second level range of 8%-60%, or the third level range of 60%-100%. Then, the vehicle's load is substituted into the target pressure slope calculation formula corresponding to that level range. The target pressure slope calculation formula is: Target pressure slope = First load slope + (Current vehicle load - First load) / (Second load - First load) * (Second load slope - First load slope). Here, the first load slope and second load slope are different for different level ranges. For example, in the first level range, the first load slope and second load slope are K0 and K0', in the second level range they are K1 and K1', and in the third level range they are K2 and K2'. This calculation method is based on the segmented calibration and consideration of different loads in the application example, and can accurately calculate the target pressure slope according to the actual braking level and load conditions of the vehicle.

[0037] The technical solution of this embodiment can accurately calculate the target pressure slope by clearly defining the braking level interval and the corresponding target pressure slope calculation formula. This accurate calculation is crucial during train stopping. For example, under different loads, such as AW0, AW3, and loads between AW0 and AW3, the braking performance of the train will vary. By accurately substituting the load and determining the braking level interval, a suitable target pressure slope can be calculated according to different situations. Thus, during the electro-pneumatic decay phase, the braking force can be controlled based on this slope, making the deceleration of the train more smooth when stopping. Compared with traditional methods, this approach no longer simply uses a fixed slope or ignores load conditions. This helps improve the accuracy of train stopping under various operating conditions, avoiding problems such as stopping position deviation or deceleration instability caused by inaccurate braking force control, thereby improving the safety and comfort of train operation.

[0038] Example 3

[0039] Based on the above embodiments, the first load includes the AW0 load, and the second load includes the AW3 load.

[0040] The technical problem this embodiment aims to solve is how to determine the first load and the second load. In the application example of train braking force control during the electro-pneumatic decay phase, determining the load is crucial for calculating the target pressure slope and accurately controlling the braking force.

[0041] In this embodiment, the first load includes the AW0 load, and the second load includes the AW3 load. During train braking force control, the AW0 load represents a situation where the train has no passengers, while the AW3 load represents a state of overload. These two loads are typical operating conditions. By studying and calibrating the braking force control under these two conditions, we can use this as a basis to calculate the target pressure slope under other loads. For example, in the segmented calibration process of the application example, we first test under the AW0 load to determine the target pressure curve slope for different grade intervals, and then perform the same operation on the AW3 load. Then, based on the actual load of the vehicle (e.g., the AW2 load), by comparing it with the AW0 and AW3 loads, we use the target pressure slope calculation formula to calculate the corresponding target pressure slope. This method utilizes the two typical operating conditions of AW0 and AW3 loads, providing a reliable basis for calculating the target pressure slope under different loads.

[0042] The technical solution of this embodiment provides a basis for calculating the target pressure slope by determining AW0 as the first load and AW3 as the second load. During train stopping, different loads have different effects on braking force. For example, under AW0 load, the performance of the train's own equipment can be tested, and under AW3 load, the performance of the train under extreme passenger load conditions can be verified. Using these two loads as benchmarks, various load conditions that the train may encounter in actual operation can be better considered. When calculating the target pressure slope, the braking force can be adjusted more accurately based on the relationship between the actual vehicle load and the AW0 and AW3 loads. This enables more precise braking force control under different loads, making train stops smoother, avoiding braking instability caused by load changes, and improving the accuracy and safety of train stopping under different passenger load conditions.

[0043] Example 4

[0044] Based on the above embodiments, the level interval includes: a first level interval, a second level interval, and a third level interval, wherein the first level interval includes 0 to the first level, the second level interval includes the first level to the second level, and the third level interval includes the second level to the third level.

[0045] The technical problem this embodiment aims to solve is how to determine the braking force intervals. In this embodiment, the braking force intervals include a first interval, a second interval, and a third interval. The first interval includes 0 to the first level, the second interval includes the first level to the second level, and the third interval includes the second level to the third level. In train braking force control, for example, with an AW0 load, the first level could be 8%, and the second level could be 60%. These interval divisions are determined based on the intersection of the actual brake cylinder pressure curve and the target pressure curve. By analyzing the brake cylinder pressure curves and target pressure curves under different loads (e.g., AW0, AW3, etc.), the intersection is found, thus dividing a reasonable interval. Within each interval, the braking force variation pattern differs. For example, there may be idle time / dead time in the first interval, and the target pressure slopes in the second and third intervals need to be determined through multiple tests. This method of dividing the braking force intervals helps to control the braking force more accurately.

[0046] The technical solution of this embodiment, through clear division of braking levels, can better adapt to different stages in the train braking process. Different braking force control requirements exist in different braking levels when the train stops. For example, in the first braking level, due to the existence of idle time / dead time, a pre-control pressure needs to be established in advance to compensate. In the second and third braking levels, by testing and adjusting the slope of the target pressure curve, the brake cylinder pressure curve is made to approximate the target pressure curve, thereby achieving precise braking force control. This method of different control based on braking levels, compared to traditional methods that do not consider or clearly divide braking levels, can more effectively cope with the nonlinear characteristics of the train braking process. Especially during low-level braking, it can more accurately control the braking force, making the deceleration during the stopping phase smoother and improving the accuracy and safety of train stopping.

[0047] Example 5

[0048] Based on the above embodiments, the step of determining the first load slope includes: under the first load, obtaining the target pressure curve and the brake cylinder pressure curve, wherein the target pressure curve includes the pressure curve expected to be output by the brake cylinder, and the brake cylinder pressure curve includes the pressure curve actually output by the brake cylinder; translating the brake cylinder pressure curve and the target pressure curve to obtain the intersection point of the brake pressure curve and the target pressure curve; dividing the stage into different stage intervals based on the intersection point; for each stage interval, changing the slope of the target pressure curve in the stage interval until the brake cylinder pressure curve approaches the original target pressure curve, and using the slope of the target pressure curve in the stage interval as the first load slope.

[0049] The technical problem this embodiment aims to solve is how to determine the first load slope. In the application example of train braking force control during the electro-pneumatic decay phase, accurate determination of the first load slope is crucial for calculating the target pressure slope and precisely controlling the braking force.

[0050] In this embodiment, the technical solution first obtains the target pressure curve and the brake cylinder pressure curve under a first load (e.g., AW0 load). The target pressure curve is the pressure curve expected to be output by the brake cylinder, while the brake cylinder pressure curve is the actual pressure curve output by the brake cylinder. Then, the brake cylinder pressure curve and the target pressure curve are translated to obtain their intersection points. These intersection points can divide the pressure level into different pressure level intervals. For example, the first pressure level interval, the second pressure level interval, etc., are determined based on the intersection points. For each pressure level interval, the slope of the target pressure curve within the interval is changed until the brake cylinder pressure curve approaches the initial target pressure curve. The slope of the target pressure curve within the interval at this point is then used as the first load slope. This method is based on the segmented calibration strategy in the application example, determining the first load slope through repeated testing and adjustment, which can more accurately reflect the braking force requirements of the train in different pressure level intervals under the first load.

[0051] The technical solution of this embodiment provides a key parameter for calculating the target pressure slope by accurately determining the first load slope. During train stopping, the accuracy of the first load slope directly affects the precision of braking force control. For example, under an AW0 load, after determining the first load slope for different load levels using the above method, when the train is in the corresponding load level, the target pressure curve can be adjusted based on this slope, thereby controlling the braking force. Compared with traditional methods, this method of determining the slope through actual testing and adjustment can better adapt to the nonlinear characteristics of train braking. During low-level braking, it can provide more accurate and appropriate braking force, making the deceleration during the stopping phase smoother and avoiding braking force deviations caused by inaccurate first load slopes, thus improving the precision and safety of train stopping.

[0052] Example 6

[0053] Based on the above embodiments, the step of determining the second load slope includes: under the second load, obtaining the target pressure curve and the brake cylinder pressure curve, wherein the target pressure curve includes the pressure curve expected to be output by the brake cylinder, and the brake cylinder pressure curve includes the pressure curve actually output by the brake cylinder; translating the brake cylinder pressure curve and the target pressure curve to obtain the intersection point of the brake pressure curve and the target pressure curve; dividing the stage into different stage intervals based on the intersection point; for each stage interval, changing the slope of the target pressure curve in the stage interval until the brake cylinder pressure curve approaches the original target pressure curve, and using the slope of the target pressure curve in the stage interval as the second load slope.

[0054] The technical problem this embodiment aims to solve is how to determine the second load slope. In the application example of train braking force control during the electro-pneumatic decay phase, accurate determination of the second load slope is crucial for calculating the target pressure slope and precisely controlling the braking force.

[0055] In this embodiment, the technical solution first obtains the target pressure curve and the brake cylinder pressure curve under the second load (e.g., AW3 load). The target pressure curve is the pressure curve expected to be output by the brake cylinder, while the brake cylinder pressure curve is the actual pressure curve output by the brake cylinder. Next, the brake cylinder pressure curve and the target pressure curve are translated to obtain their intersection points. These intersection points can be used to divide the braking force into different intervals. For example, different interval ranges can be determined. For each interval, the slope of the target pressure curve within that interval is changed until the brake cylinder pressure curve approaches the initial target pressure curve. The slope of the target pressure curve within the interval at this point is then used as the second load slope. This method is based on the segmented calibration strategy in the application example. By determining the second load slope through actual testing and adjustment under the second load, it can more accurately reflect the braking force requirements of the train in different intervals under the second load.

[0056] The technical solution of this embodiment provides an important basis for calculating the target pressure slope by accurately determining the second load slope. During train stopping, the accuracy of the second load slope is crucial for the precision of braking force control. For example, under an overload condition like AW3 load, after determining the second load slope for different load levels using the above method, when the train is in the corresponding load level, the target pressure curve can be adjusted based on this slope to control the braking force. Compared to traditional methods, this method of determining the slope through actual testing and adjustment better adapts to the nonlinear characteristics of train braking under heavy load. When the train is heavily loaded and braking at a low load level, it can provide more accurate and appropriate braking force, making the deceleration during stopping smoother and avoiding braking force deviations caused by inaccurate second load slopes, thereby improving the accuracy and safety of train stopping.

[0057] Example 7

[0058] Figure 2 This is a schematic diagram of the structure of a vehicle braking control device provided in an embodiment of this application, as shown below. Figure 2As shown in the technical solution of this embodiment, a vehicle braking control device is provided. The device includes: an input module for acquiring the vehicle's load and braking level; a calculation module for substituting the vehicle's load and braking level into the target pressure slope calculation formula to calculate the target pressure slope corresponding to the vehicle's load and braking level; and a correction module for correcting the target pressure curve based on the target pressure slope to obtain the corrected target pressure curve for controlling the vehicle's braking force.

[0059] The technical problem this embodiment aims to solve is how to determine the slope of the target pressure curve at each level to improve the braking force control accuracy during the electro-pneumatic receding phase. In train braking force control during the electro-pneumatic receding phase, traditional control devices suffer from inaccurate braking force control. For example, at lower braking levels, nonlinear characteristics are significant, easily leading to uneven deceleration feedback from the signal system at the braking end and poor stopping accuracy.

[0060] In this embodiment, the vehicle's load and braking level are first obtained. Then, the vehicle's load and braking level are substituted into the target pressure slope calculation formula to calculate the corresponding target pressure slope. The target pressure slope calculation formula is based on a segmented calibration strategy, considering different load and braking level intervals. For example, in different braking level intervals, such as the first interval (0-8%), the second interval (8%-60%), and the third interval (60%-100%), the target pressure slope is calculated based on the vehicle's load (e.g., AW0, AW3, etc.). Finally, the target pressure curve is corrected based on the calculated target pressure slope to obtain a corrected target pressure curve for controlling the vehicle's braking force. This method can accurately adjust the slope of the target pressure curve according to the actual vehicle operating conditions, rather than using a fixed slope or conversion factor as in traditional devices.

[0061] The technical solution of this embodiment, by accurately calculating the target pressure slope and correcting the target pressure curve, can effectively improve the braking force control accuracy during the electro-pneumatic decay phase. During train stopping, it can better adapt to different loads and braking levels. For example, when stopping at a low braking level, traditional devices are prone to unstable braking force because they do not consider the nonlinear characteristics of low braking levels. This solution, by accurately calculating the target pressure slope, can provide appropriate braking force based on the actual braking level and vehicle load, making the deceleration during stopping more stable. This avoids under-braking due to slow braking response or over-braking due to an excessively large braking slope. Moreover, under different loads, such as AW0 and AW3, the braking force can be adjusted according to the actual situation, making train stopping more precise and stable under various operating conditions, improving the safety and comfort of train stopping.

[0062] Based on the above embodiments, the step of substituting the vehicle load and braking level into the target pressure slope calculation formula to calculate the target pressure slope corresponding to the vehicle load and braking level includes: determining the level interval of the vehicle's braking level based on the vehicle's braking level; substituting the vehicle load into the target pressure slope calculation formula corresponding to the level interval, wherein the target pressure slope calculation formula includes: target pressure slope = first load slope + (current vehicle load - first load) / (second load - first load) * (second load slope - first load slope); wherein the first load slope and second load slope of the target pressure slope calculation formula corresponding to different level intervals are different.

[0063] The technical problem this embodiment aims to solve is how to substitute the vehicle's load and braking level into the target pressure slope calculation formula to calculate the target pressure slope corresponding to the vehicle's load and braking level. In the application example of train braking force control, accurately substituting the parameters and calculating the target pressure slope is a key step in achieving precise control.

[0064] In this embodiment, the braking level of the vehicle is first determined based on its braking level. For example, the braking level may be in the first level range of 0-8%, the second level range of 8%-60%, or the third level range of 60%-100%. Then, the vehicle's load is substituted into the target pressure slope calculation formula corresponding to that level range. The target pressure slope calculation formula is: Target pressure slope = First load slope + (Current vehicle load - First load) / (Second load - First load) * (Second load slope - First load slope). Here, the first load slope and second load slope are different for different level ranges. For example, in the first level range, the first load slope and second load slope are K0 and K0', in the second level range they are K1 and K1', and in the third level range they are K2 and K2'. This calculation method is based on the segmented calibration and consideration of different loads in the application example, and can accurately calculate the target pressure slope according to the actual braking level and load conditions of the vehicle.

[0065] The technical solution of this embodiment can accurately calculate the target pressure slope by clearly defining the braking level interval and the corresponding target pressure slope calculation formula. This accurate calculation is crucial during train stopping. For example, the braking performance of a train will vary under different loads, such as AW0, AW3, and loads between AW0 and AW3. By accurately substituting the load and determining the braking level interval, a suitable target pressure slope can be calculated based on different situations. Thus, during the electro-pneumatic decay phase, the braking force can be controlled based on this slope, resulting in smoother deceleration when the train stops. Compared to traditional devices, this approach avoids simply using a fixed slope or ignoring load conditions. This helps improve the accuracy of train stopping under various operating conditions, avoiding problems such as stopping position deviation or unstable deceleration caused by inaccurate braking force control, thereby improving the safety and comfort of train operation.

[0066] Based on the above embodiments, the first load includes the AW0 load, and the second load includes the AW3 load.

[0067] The technical problem this embodiment aims to solve is how to determine the first load and the second load. In the application example of train braking force control during the electro-pneumatic decay phase, determining the load is crucial for calculating the target pressure slope and accurately controlling the braking force.

[0068] In this embodiment, the first load includes the AW0 load, and the second load includes the AW3 load. During train braking force control, the AW0 load represents a situation where the train has no passengers, while the AW3 load represents a state of overload. These two loads are typical operating conditions. By studying and calibrating the braking force control under these two conditions, we can use this as a basis to calculate the target pressure slope under other loads. For example, in the segmented calibration process of the application example, we first test under the AW0 load to determine the target pressure curve slope for different grade intervals, and then perform the same operation on the AW3 load. Then, based on the actual load of the vehicle (e.g., the AW2 load), by comparing it with the AW0 and AW3 loads, we use the target pressure slope calculation formula to calculate the corresponding target pressure slope. This method utilizes the two typical operating conditions of AW0 and AW3 loads, providing a reliable basis for calculating the target pressure slope under different loads.

[0069] The technical solution of this embodiment provides a basis for calculating the target pressure slope by determining AW0 as the first load and AW3 as the second load. During train stopping, different loads have different effects on braking force. For example, under AW0 load, the performance of the train's own equipment can be tested, and under AW3 load, the performance of the train under extreme passenger load conditions can be verified. Using these two loads as benchmarks, various load conditions that the train may encounter in actual operation can be better considered. When calculating the target pressure slope, the braking force can be adjusted more accurately based on the relationship between the actual vehicle load and the AW0 and AW3 loads. This enables more precise braking force control under different loads, making train stops smoother, avoiding braking instability caused by load changes, and improving the accuracy and safety of train stopping under different passenger load conditions.

[0070] Based on the above embodiments, the level interval includes: a first level interval, a second level interval, and a third level interval, wherein the first level interval includes 0 to the first level, the second level interval includes the first level to the second level, and the third level interval includes the second level to the third level.

[0071] The technical problem this embodiment aims to solve is how to determine the braking force intervals. In this embodiment, the braking force intervals include a first interval, a second interval, and a third interval. The first interval includes 0 to the first level, the second interval includes the first level to the second level, and the third interval includes the second level to the third level. In train braking force control, for example, with an AW0 load, the first level could be 8%, and the second level could be 60%. These interval divisions are determined based on the intersection of the actual brake cylinder pressure curve and the target pressure curve. By analyzing the brake cylinder pressure curves and target pressure curves under different loads (e.g., AW0, AW3, etc.), the intersection is found, thus dividing a reasonable interval. Within each interval, the braking force variation pattern differs. For example, there may be idle time / dead time in the first interval, and the target pressure slopes in the second and third intervals need to be determined through multiple tests. This method of dividing the braking force intervals helps to control the braking force more accurately.

[0072] The technical solution of this embodiment, through clear division of braking levels, can better adapt to different stages in the train braking process. Different braking force control requirements exist in different braking levels when the train stops. For example, in the first braking level, due to the existence of idle time / dead time, a pre-control pressure needs to be established in advance to compensate. In the second and third braking levels, by testing and adjusting the slope of the target pressure curve, the brake cylinder pressure curve is made to approximate the target pressure curve, thereby achieving precise braking force control. This method of different control based on braking levels, compared to traditional devices that do not consider or clearly divide braking levels, can more effectively cope with the nonlinear characteristics of the train braking process. Especially during low-level braking, it can more accurately control the braking force, making the deceleration during the stopping phase smoother, and improving the accuracy and safety of train stopping.

[0073] Based on the above embodiments, the step of determining the first load slope includes: under the first load, obtaining the target pressure curve and the brake cylinder pressure curve, wherein the target pressure curve includes the pressure curve expected to be output by the brake cylinder, and the brake cylinder pressure curve includes the pressure curve actually output by the brake cylinder; translating the brake cylinder pressure curve and the target pressure curve to obtain the intersection point of the brake pressure curve and the target pressure curve; dividing the stage into different stage intervals based on the intersection point; for each stage interval, changing the slope of the target pressure curve in the stage interval until the brake cylinder pressure curve approaches the original target pressure curve, and using the slope of the target pressure curve in the stage interval as the first load slope.

[0074] The technical problem this embodiment aims to solve is how to determine the first load slope. In the application example of train braking force control during the electro-pneumatic decay phase, accurate determination of the first load slope is crucial for calculating the target pressure slope and precisely controlling the braking force.

[0075] In this embodiment, the technical solution first obtains the target pressure curve and the brake cylinder pressure curve under a first load (e.g., AW0 load). The target pressure curve is the pressure curve expected to be output by the brake cylinder, while the brake cylinder pressure curve is the actual pressure curve output by the brake cylinder. Then, the brake cylinder pressure curve and the target pressure curve are translated to obtain their intersection points. These intersection points can divide the pressure level into different pressure level intervals. For example, the first pressure level interval, the second pressure level interval, etc., are determined based on the intersection points. For each pressure level interval, the slope of the target pressure curve within the interval is changed until the brake cylinder pressure curve approaches the initial target pressure curve. The slope of the target pressure curve within the interval at this point is then used as the first load slope. This method is based on the segmented calibration strategy in the application example, determining the first load slope through repeated testing and adjustment, which can more accurately reflect the braking force requirements of the train in different pressure level intervals under the first load.

[0076] The technical solution of this embodiment provides a key parameter for calculating the target pressure slope by accurately determining the first load slope. During train stopping, the accuracy of the first load slope directly affects the precision of braking force control. For example, under an AW0 load, after determining the first load slope for different load levels using the aforementioned device, when the train is in the corresponding load level range, the target pressure curve can be adjusted based on this slope, thereby controlling the braking force. Compared to traditional devices, this method of determining the slope through actual testing and adjustment better adapts to the nonlinear characteristics of train braking. During low-level braking, it can provide more accurate and appropriate braking force, making the deceleration during the stopping phase smoother and avoiding braking force deviations caused by inaccurate first load slopes, thus improving the precision and safety of train stopping.

[0077] Based on the above embodiments, the step of determining the second load slope includes: under the second load, obtaining the target pressure curve and the brake cylinder pressure curve, wherein the target pressure curve includes the pressure curve expected to be output by the brake cylinder, and the brake cylinder pressure curve includes the pressure curve actually output by the brake cylinder; translating the brake cylinder pressure curve and the target pressure curve to obtain the intersection point of the brake pressure curve and the target pressure curve; dividing the stage into different stage intervals based on the intersection point; for each stage interval, changing the slope of the target pressure curve in the stage interval until the brake cylinder pressure curve approaches the original target pressure curve, and using the slope of the target pressure curve in the stage interval as the second load slope.

[0078] The technical problem this embodiment aims to solve is how to determine the second load slope. In the application example of train braking force control during the electro-pneumatic decay phase, accurate determination of the second load slope is crucial for calculating the target pressure slope and precisely controlling the braking force.

[0079] In this embodiment, the technical solution first obtains the target pressure curve and the brake cylinder pressure curve under the second load (e.g., AW3 load). The target pressure curve is the pressure curve expected to be output by the brake cylinder, while the brake cylinder pressure curve is the actual pressure curve output by the brake cylinder. Next, the brake cylinder pressure curve and the target pressure curve are translated to obtain their intersection points. These intersection points can be used to divide the braking force into different intervals. For example, different interval ranges can be determined. For each interval, the slope of the target pressure curve within that interval is changed until the brake cylinder pressure curve approaches the initial target pressure curve. The slope of the target pressure curve within the interval at this point is then used as the second load slope. This method is based on the segmented calibration strategy in the application example. By determining the second load slope through actual testing and adjustment under the second load, it can more accurately reflect the braking force requirements of the train in different intervals under the second load.

[0080] The technical solution of this embodiment provides an important basis for calculating the target pressure slope by accurately determining the second load slope. During train stopping, the accuracy of the second load slope is crucial for braking force control precision. For example, under overload conditions such as AW3 load, after determining the second load slope for different load levels using the aforementioned device, when the train is in the corresponding load level range, the target pressure curve can be adjusted based on this slope to control the braking force. Compared to traditional devices, this method of determining the slope through actual testing and adjustment better adapts to the nonlinear characteristics of train braking under heavy loads. When the train is heavily loaded and braking at a low load level, it can provide more accurate and appropriate braking force, making the deceleration during stopping smoother and avoiding braking force deviations caused by inaccurate second load slopes, thereby improving the accuracy and safety of train stopping.

[0081] Example 8

[0082] In this embodiment, a computer device is provided, including a memory, a processor, and a computer program stored in the memory. The processor executes the computer program to implement the steps of any of the vehicle braking control methods described in the above embodiments.

[0083] In the technical solution of this embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, it implements the steps of any of the vehicle braking control methods described in the above embodiments.

[0084] In the technical solution of this embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps of any of the vehicle braking control methods described above.

[0085] The processor may include, but is not limited to, one or more processors or microprocessors. Each processor may be implemented as an Application Specific Integrated Circuit (ASIC), Digital Signal Processor (DSP), Digital Signal Processing Device (DSPD), Programmable Logic Device (PLD), Field Programmable Gate Array (FPGA), controller, microcontroller, microprocessor, or other electronic component, for performing the methods in the above embodiments. The computer-readable storage medium may be implemented by any type of volatile or non-volatile storage device or a combination thereof, and may include, but is not limited to, random access memory (RAM), read-only memory (ROM), flash memory, EPROM memory, EEPROM memory, registers, computer storage media (e.g., hard disk, floppy disk, solid-state drive, removable disk, CD-ROM, DVD-ROM, Blu-ray disc, etc.).

[0086] Computer-readable storage media may also store at least one computer-executable program / instruction, such as computer-readable instructions. Computer-readable storage media include, but are not limited to, volatile memory and / or non-volatile memory. Volatile memory may include, for example, random access memory (RAM) and / or cache memory. Computer-readable storage media may include, for example, read-only memory (ROM), hard disk, flash memory, etc. For example, a non-transitory computer-readable storage medium may be connected to a computing device such as a computer, and then, when the computing device executes the computer-readable instructions stored on the computer-readable storage medium, the various methods described above can be performed.

[0087] In addition, the computer device may also include (but is not limited to) a data bus, an input / output (I / O) bus, a display, and input / output devices (e.g., a keyboard, mouse, speakers, etc.). The processor can communicate with external devices via the I / O bus through a wired or wireless network. In one embodiment, the at least one computer-executable instruction may also be compiled into or comprise a software product / computer program product, wherein one or more computer-executable instructions, when executed by the processor, perform the steps of the various functions and / or methods in the embodiments described herein.

[0088] Example 9

[0089] Based on the above embodiments, this embodiment provides an application example.

[0090] This application example provides a braking force control strategy for electro-pneumatic extinction.

[0091] This invention relates to the field of train control technology, and in particular to a method and apparatus for controlling the disengagement of electric braking and the escalation of air braking during the train's stopping phase.

[0092] In urban rail or articulated trains, if the descent and ascent of the electric brakes and air brakes during the train's retreat phase are not synchronized or coordinated, it will lead to excessive or insufficient deceleration of the train during the stopping phase, causing significant changes in the impact rate of the train and other vehicles. Furthermore, if the train's deceleration cannot keep up with the level during the approaching stop phase, it will introduce greater uncertainty into the control of the train signaling system's alignment at the station, potentially leading to under-alignment or over-alignment.

[0093] The method and strategy provided by this invention can systematically optimize the smooth transition of deceleration during the parking phase. Calibration and optimization can be performed for parking processes under different loads and levels.

[0094] Figure 3 This is a schematic diagram of an electro-pneumatic decay process. (Example) Figure 3 As shown, in the relevant technical solutions, when the train speed is low (e.g., 8 km / h), the electric braking of the train is about to disengage. To ensure that the overall braking force of the vehicle remains unchanged during the electric braking disengagement phase, the air brake needs to rise at a certain slope after receiving the disengagement signal from the traction system. This slope is a pre-determined rising slope in the initial design. Since the traction system sends the actual electric braking force to the brake control unit in real time via the network, there is a certain network delay. To eliminate the influence of this network delay, the time interval between the disengagement signal and the start of the actual electric braking descent is approximately 200ms to 600ms. During on-site debugging, this delay parameter is continuously and slightly adjusted to ensure that the start time of the actual electric braking descent and the air braking rise are synchronized. With the train level unchanged, during the descent and the rise of the air braking force, due to the network delay, the actual electric braking force received by the braking system is often lagging behind the true value, therefore the actual electric braking force is less than the feedback value. The relevant technical solutions typically include two approaches:

[0095] 1. Correction is based on a correction factor, i.e., total braking force - actual electric braking feedback value * correction factor = braking force demand value. The correction factor ranges from 0 to 1.

[0096] 2. During the decline phase, the electric braking force and the air braking force do not mix according to the actual feedback value, but rather descend independently according to a pre-agreed slope.

[0097] The aforementioned correction coefficient technique is ineffective in practical applications. This is because the target braking force increases linearly with a slope during the air brake's ascent, while the actual braking pressure rise is a non-linear process. For example... Figure 4 As shown, Figure 4 This is a schematic diagram of the pressure curve of a brake cylinder provided in an embodiment of the present invention.

[0098] Depend on Figure 4 It can be seen that the rise in pressure of the purple brake cylinder can be roughly divided into three stages: the first stage, during idle driving and dead zone time, sees the slowest rise in brake cylinder pressure; the second stage, the purple brake cylinder pressure can follow the rising slope of the red target pressure in real time; the third stage, as it approaches the red target pressure, sees a slow rise in brake cylinder pressure. If controlled according to this method, the total braking force in the final dissipation stage is not stable, but rather smaller at the beginning and larger at the end.

[0099] Furthermore, traditional type testing only checks the smoothness of electro-pneumatic deceleration at all commonly used positions (100%) under AW0 and AW3 load conditions. In actual operation on the main line, stops are mostly at smaller positions (below 60%). The nonlinear characteristics are more pronounced in these smaller position ranges. It frequently results in normal type testing, but technical problems such as uneven deceleration at the braking end and inaccurate stopping accuracy during mainline commissioning arise. There is a technical problem of inaccurate braking force control during electro-pneumatic deceleration in this field.

[0100] Electro-pneumatic deceleration smoothness check in type testing: Type testing is a comprehensive performance test of a product (such as a train). Traditional type testing focuses on the train's performance under AW0 (no load) and AW3 (overload) conditions, when the electro-pneumatic braking system is at its full operating level (i.e., the braking system operates at 100% braking capacity). Electro-pneumatic deceleration smoothness refers to the stability of the train's speed reduction rate during braking. Stable deceleration ensures a smooth stop, avoids passenger discomfort, and is also related to train safety.

[0101] AW0 represents the condition where the train has no passengers. This condition tests the performance of the train's equipment without the influence of additional passenger weight. AW3 represents the condition where the train is overloaded. It tests the train's performance under extreme passenger load conditions, ensuring safe and reliable braking even under the most unfavorable passenger conditions. AW2 is a load condition for metro vehicles, representing the vehicle's passenger capacity load. It is a load standard calculated based on the vehicle's design passenger capacity.

[0102] The main line refers to the track where trains normally operate. In actual operation, when a train stops on the main line, the electro-pneumatic braking system mostly uses a low braking level (less than 60% of braking capacity). This is because during normal operation, factors such as the train's load and speed allow it to stop without using the full braking level.

[0103] During low-level braking, the operating characteristics of an electro-pneumatic braking system are not a simple linear relationship. A linear relationship means that the input (braking level) and output (deceleration) have a simple proportional relationship, while non-linear characteristics mean that this proportional relationship does not hold. Within the low-level braking range, a small change in the braking level can lead to a large, disproportionate change in deceleration. For example, if the braking level increases from 20% to 30%, the increase in deceleration is not a 1:1 ratio, but rather a more complex change.

[0104] Traditional type testing primarily focuses on braking at all service levels, while actual stops on main lines mostly involve braking at lower service levels. The significant nonlinearity at these lower service levels creates a contradiction. Although the train's deceleration smoothness is normal during type testing under AW0 and AW3 conditions with full service level braking, the complex nonlinear characteristics of lower service level braking during mainline commissioning can easily lead to uneven deceleration feedback from the signal system at the braking end. As the train approaches a stop, the rate of speed reduction becomes unstable, further affecting stopping accuracy—meaning the train cannot stop precisely at the designated position.

[0105] The nonlinearity during the braking ascent phase leads to misalignment in the air-to-electrical coordination. In this application example, the technical solution employs a higher and faster request slope in the low-pressure / small braking stage region, while reducing the target braking pressure slope in the high-pressure / large braking stage region. This solution ensures that the actual pressure matches the target pressure.

[0106] Traditional air-to-electric braking tests only involve 100% braking at AW0 and AW3 load levels. However, in actual mainline operation, ATO (Automatic Train Control) is more common, with smaller stopping positions, mostly below 60%, making misalignment more likely. In this application example, a segmented calibration strategy is used. In the smaller braking position range, where brake cylinder pressure rises slowly, refined calibration is employed for control. This application example's solution results in smoother deceleration during the air-to-electric combined stopping phase, without any dips or bumps. This refined calibration is also more suitable for signal system-controlled vehicle operation.

[0107] Traditional electronically controlled braking systems do not consider load or stage position, employing only a fixed slope or a fixed conversion factor. In this application example, a linear interpolation method is used to automatically and in real-time calculate the requested slope based on two dimensions: load and braking stage position. This application example's solution achieves quantifiability across all load and stage positions.

[0108] Traditional calibration methods, based on deceleration stability, often result in normal AW0 but abnormal AW3. This necessitates repeated calibrations, and there's no standardized method for this approach. The technical solution in this application example employs segmented calibration, based on the tracking of actual pressure against the ideal target pressure. This solution offers better operability and is less complex to implement.

[0109] a) To correct the nonlinearity of the braking force increase phase, this invention employs a segmented correction / segmented calibration method. Taking an AW0 load as an example, firstly, in the experimental testing, it is ensured that the braking force of the black target is at the ascending slope agreed upon with the traction system.

[0110] like Figure 5 As shown, the slope of the target pressure rise is the slope of the final ideal brake cylinder pressure rise. By shifting the red target pressure curve to the right to ensure the final pressure equals the maximum pressure, we can obtain the intersection points (e.g., 3 points) of the purple actual brake cylinder pressure curve and the shifted target pressure rise curve. Based on these 3 intersection points, we obtain the pressure at the corresponding nodes and calculate the corresponding stage percentage position. This yields, for example, 3 slopes.

[0111] First-level range: 0-8% level. The first-level range is the idle time / dead zone time. Before the brakes retract, the braking system needs to establish pre-control pressure to compensate for the idle time / dead zone time.

[0112] The second pressure range is from 8% to 60%. Within this range, the target pressure slope is K1. Through multiple stop tests at the 60% pressure level, the slope K1 of the target pressure curve in this segment is continuously adjusted until the actual brake cylinder pressure curve closely approximates the initial target pressure rise curve / target pressure curve. Finally, the K1 value for the AW0 load at the 60% level is obtained.

[0113] The third pressure range: 60% to 100%. In this range, the target pressure slope is K1. Through multiple 100% pressure stop tests, the 8% to 60% range is controlled by K1. When the target pressure reaches 60%, K2 is repeatedly modified in the same way until the actual brake cylinder pressure curve in K2 stage closely approximates the target pressure rise curve. Finally, the K2 value for the AW0 load at 100% pressure is obtained.

[0114] When the train is under AW3 load, the maximum service pressure increases proportionally due to the increased load. The electric braking exit shock rate is basically the same during the receding phase; therefore, the braking force rise time is consistent for AW0 and AW3 at the same load level. Essentially, this means the AW0 rise curve needs to be vertically stretched until the maximum service pressure reaches the AW3 service braking pressure value, for example, from around 250 to around 370. Repeating the corresponding AW0 calibration procedure yields the slopes K1' and K2' under AW3 conditions, as shown below. Figure 6 As shown.

[0115] Table 1. Rise slope corresponding to different load levels

[0116] Level / Load AW0 AW3 8％ K0 (K0 is 0 in this application example) K0’ 60％ K1 K1’ 100％ K2 K2’

[0117] Based on the slopes shown in Table 1, the following calculations can be performed: When the braking level is <8%, it is in the first level interval, and the target pressure slope = 0 + (current train load - AW0) / (AW3 - AW0) * K0; when 8% < braking level <= 60%, it is in the second level interval, and the target pressure slope = K1 + (current train load - AW0) / (AW3 - AW0) * (K1' - K1); when 60% < braking level <= 100%, it is in the third level interval, and the target pressure slope = K2 + (current train load - AW0) / (AW3 - AW0) * (K2' - K2).

[0118]

[0119] As shown in the above expression, the target pressure slope = first load slope + (current train load - first load) / (second load - first load) * (second load slope - first load slope), where the first, second, and third load intervals each have different first and second load slopes. For example, the first and second load slopes of the first load interval are K0 and K0', respectively; the first and second load slopes of the second load interval are K1 and K1', respectively; and the first and second load slopes of the third load interval are K2 and K2', respectively.

[0120] Note: The pre-pressure for the brake shoe's idle travel and dead time is assumed to be 50 kPa. Under AW3 load, its average 8% full service life requires approximately 70 kPa pressure. 70 - 50 = 20 kPa, this value is a constant in the above expression. The starting point can be obtained by multiplying the constant by the load ratio.

[0121] For example: Suppose the current train load is AW2, and the current starting braking level for the fading phase is 70%, then under the current load, the slope of the 60% to 70% interval is K2(AW2)=K2+(AW2-AW0) / (AW3-AW0)*(K2'-K2).

[0122] The 60% and 8% points in the above figure are determined based on the intersection of the actual brake cylinder pressure rise curves. The number of intersections and their corresponding percentages are not fixed values. Different brakes and pipelines have different pressure rise characteristics, and the number of intersections and their corresponding percentages are related to the brake and pipeline.

[0123] In addition, the following extensions can be made:

[0124] a) Employ more interpolation points to refine the segmented braking pressure rise process. For example, use four-point or five-point interpolation. Use other fitting algorithms (such as polynomial fitting) to obtain a more granular lookup table slope.

[0125] b) Treat the level as a steplessly variable variable (similar to load), using three level segments as dividing points, and interpolating different levels to find the corresponding slope. This achieves stepless adjustment for both load and level.

[0126] c) The combined implementation of the above strategies is also within the scope of this application instance.

[0127] As can be seen, this application example has the following beneficial effects:

[0128] a) The technical solution in this application example can make the deceleration during the parking phase in the air-electric hybrid mode smoother, and will not cause under-braking due to slow braking response, nor over-braking due to excessive braking slope.

[0129] b) The technical solution in this application example provides a more systematic, comprehensive, and scientific commissioning method for the air-electric hybrid decay phase within the limited commissioning time of the type test, and the commissioning method covers scenarios that include the mainline operation.

[0130] In the embodiments provided by this invention, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative; for example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0131] It should be noted that, in this invention, 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 limitation, an element limited by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0132] While the embodiments disclosed in this invention are as described above, the above content is merely for the purpose of facilitating understanding of this invention and is not intended to limit the invention. Any person skilled in the art to which this invention pertains may make any modifications and changes in form and detail of the implementation without departing from the spirit and scope disclosed in this invention; however, the scope of patent protection of this invention shall still be determined by the scope defined in the appended claims.

Claims

1. A vehicle braking control method, characterized in that, The method includes: Obtain the vehicle's load and braking level; Substitute the vehicle's load and braking level into the target pressure slope calculation formula to calculate the target pressure slope corresponding to the vehicle's load and braking level. The target pressure curve is corrected based on the target pressure slope, and the corrected target pressure curve is used to control the vehicle's braking force.

2. The vehicle braking control method according to claim 1, characterized in that, The step of substituting the vehicle's load and braking level into the target pressure slope calculation formula to calculate the target pressure slope corresponding to the vehicle's load and braking level includes: Based on the braking level of the vehicle, determine the braking level range in which the vehicle's braking level is located. Substitute the vehicle's load into the target pressure slope calculation formula corresponding to the grade interval, wherein the target pressure slope calculation formula includes: Target pressure slope = First load slope + (Current vehicle load - First load) / (Second load - First load) * (Second load slope - First load slope); Among them, the first load slope and the second load slope of the target pressure slope calculation formula corresponding to different grade intervals are different.

3. The vehicle braking control method according to claim 2, characterized in that, The first load includes the AW0 load, and the second load includes the AW3 load.

4. The vehicle braking control method according to claim 2, characterized in that, The level intervals include: a first level interval, a second level interval, and a third level interval, wherein the first level interval includes 0 to the first level, the second level interval includes the first level to the second level, and the third level interval includes the second level to the third level.

5. The vehicle braking control method according to claim 2, characterized in that, The step of determining the slope of the first load includes: Under the first load, the target pressure curve and the brake cylinder pressure curve are obtained, wherein the target pressure curve includes the pressure curve expected to be output by the brake cylinder, and the brake cylinder pressure curve includes the pressure curve actually output by the brake cylinder. The brake cylinder pressure curve and the target pressure curve are translated to obtain the intersection point of the brake pressure curve and the target pressure curve. Based on the intersection points, the rank is divided into different rank intervals; For each pressure range, the slope of the target pressure curve in the pressure range is changed until the brake cylinder pressure curve approaches the initial target pressure curve. The slope of the target pressure curve in the pressure range is then used as the first load slope.

6. The vehicle braking control method according to claim 2, characterized in that, The step of determining the second load slope includes: Under the second load, the target pressure curve and the brake cylinder pressure curve are obtained, wherein the target pressure curve includes the pressure curve expected to be output by the brake cylinder, and the brake cylinder pressure curve includes the pressure curve actually output by the brake cylinder. The brake cylinder pressure curve and the target pressure curve are translated to obtain the intersection point of the brake pressure curve and the target pressure curve. Based on the intersection points, the rank is divided into different rank intervals; For each pressure range, the slope of the target pressure curve in the pressure range is changed until the brake cylinder pressure curve approaches the initial target pressure curve. The slope of the target pressure curve in the pressure range is then used as the second load slope.

7. A vehicle braking control device, characterized in that, The device includes: The input module is used to obtain the vehicle's load and braking level. The calculation module is used to substitute the vehicle's load and braking level into the target pressure slope calculation formula to calculate the target pressure slope corresponding to the vehicle's load and braking level. The correction module is used to correct the target pressure curve based on the target pressure slope, and to control the braking force of the vehicle by obtaining the corrected target pressure curve.

8. A computer device, comprising a memory, a processor, and a computer program stored in the memory, characterized in that, The processor executes the computer program to implement the steps of the vehicle braking control method according to any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the computer program implements the steps of the vehicle braking control method according to any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When executed by a processor, the computer program implements the steps of the vehicle braking control method according to any one of claims 1 to 6.

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