Anti-skid control method and device for rail vehicle

Abstract

The application discloses a rail vehicle anti-skid control method and device, and relates to the technical field of rail transit vehicle control. The method comprises the following steps: obtaining skidding state information, skidding position information and braking force information of a first vehicle, wherein the first vehicle is a vehicle that is skidding; determining an anti-skid control strategy of a second vehicle based on the skidding state information, the skidding position information and the braking force information of the first vehicle, wherein the second vehicle is a vehicle that travels behind the first vehicle; and performing anti-skid control on the second vehicle according to the anti-skid control strategy of the second vehicle. The application can realize the sharing of low adhesion area information of a rail, and can perform anti-skid control before skidding of a rear vehicle occurs, thereby avoiding skidding control lag and improving the anti-skid control effect.

Description

Technical Field

[0001] This invention relates to the field of rail transit vehicle control technology, and in particular to an anti-skid control method and device for rail vehicles. Background Technology

[0002] During the operation of rail vehicles, environmental conditions can cause low track adhesion, which poses significant risks to various aspects of vehicle operation, including safety, efficiency, and cost. Particularly concerning operational safety, a reduced track adhesion coefficient increases the risk of vehicle slippage, leading to abrasions between the wheel treads and rails, and increasing the risk of derailment. Therefore, anti-slip control for rail vehicles is of paramount importance.

[0003] In existing technologies, anti-skid control methods for rail vehicles typically employ a single-vehicle control strategy. This means that when a vehicle begins to skid, the vehicle itself controls the pressure of the brake cylinders on the skid axle by releasing, maintaining, and refilling the cylinders. However, this single-vehicle control strategy cannot share information about low-adhesion areas on the track and can only control the skid after it has already occurred, resulting in delayed skid control and poor anti-skid performance. Summary of the Invention

[0004] This invention provides an anti-skid control method for rail vehicles to address the problem that existing single-vehicle anti-skid control strategies cannot share information on low-adhesion areas of the track, and can only control after skidding has occurred, resulting in delayed skidding control and poor anti-skid performance. The method includes: Acquire the coasting status information, coasting position information, and braking force information of the first vehicle, where the first vehicle is a vehicle that is coasting. Based on the coasting status information, coasting position information and braking force information of the first vehicle, the anti-skid control strategy of the second vehicle is determined, wherein the second vehicle is a vehicle traveling after the first vehicle. Based on the anti-skid control strategy of the second vehicle, anti-skid control is applied to the second vehicle.

[0005] Optionally, based on the skidding state information, skidding position information, and braking force information of the first vehicle, an anti-skid control strategy for the second vehicle is determined, including: Based on the first vehicle's coasting state information, coasting position information, and braking force information, determine the first vehicle's coasting depth, coasting position range, and maximum calculated adhesion coefficient; When the sliding depth is greater than the preset sliding depth threshold, the maximum calculated adhesion coefficient of the first vehicle is used as the adhesion limit value of the second vehicle, and the braking force distribution information of each brake axle of the second vehicle in the sliding position range is determined according to the arithmetic adhesion method, so as to obtain the first anti-skid control strategy of the second vehicle. Based on the anti-skid control strategy for the second vehicle, anti-skid control is implemented for the second vehicle, including: Within the skidding position range, the second vehicle is subjected to anti-skid control according to the first anti-skid control strategy.

[0006] Optionally, after applying anti-skid control to the second vehicle according to the first anti-skid control strategy within the skid position range, the method further includes: If the second vehicle slides within the sliding position range, the real-time adhesion coefficient of the brake axle at the moment of the first sliding is determined based on the first braking force information of the second vehicle. The real-time adhesion coefficient of the brake axle at the moment when the second vehicle first begins to skid is used as the adhesion limit value for each vehicle following the second vehicle. Based on the adhesion limit value of each vehicle following the second vehicle, the maximum deceleration information of each vehicle following the second vehicle in the skid position range is determined, and the second anti-skid control strategy is obtained. Within the skidding position range, anti-skid control is applied to each vehicle following the second vehicle according to the second anti-skid control strategy.

[0007] Optionally, after determining the sliding depth, sliding position range, and maximum calculated adhesion coefficient of the first vehicle based on its sliding state information, sliding position information, and braking force information, the method further includes: If the gliding depth is not greater than the preset gliding depth threshold, determine whether the second vehicle has an adhesive enhancement device; If the second vehicle has an adhesion-enhancing device, then a third anti-skid control strategy for the second vehicle is determined, the third anti-skid control strategy including control instructions to control the adhesion-enhancing device to perform adhesion-enhancing actions; Based on the anti-skid control strategy for the second vehicle, anti-skid control is implemented for the second vehicle, including: Within the skidding position range, the second vehicle is subjected to anti-skid control according to the third anti-skid control strategy.

[0008] Optionally, after determining whether the second vehicle has an adhesion-enhancing device, the method further includes: If the second vehicle does not have an adhesion-enhancing device, the braking force distribution information of each brake axle of the second vehicle in the sliding position range is determined according to the equal adhesion method, and the fourth anti-skid control strategy of the second vehicle is obtained. Based on the anti-skid control strategy for the second vehicle, anti-skid control is implemented for the second vehicle, including: Within the skidding position range, the second vehicle is subjected to anti-skid control according to the fourth anti-skid control strategy.

[0009] Optionally, it also includes: After the second vehicle is subjected to anti-skid control according to the third or fourth anti-skid control strategy within the skid position range, if the second vehicle skids within the skid position range, the maximum calculated adhesion coefficient of the second vehicle is determined based on the second braking force information of the second vehicle. The maximum calculated adhesion coefficient of the second vehicle is used as the adhesion limit value of the third vehicle, and the braking force distribution information of each brake axle of the third vehicle in the sliding position range is determined according to the arithmetic adhesion method, so as to obtain the fifth anti-skid control strategy of the third vehicle; the third vehicle is a vehicle traveling after the second vehicle. Within the skidding position range, anti-skid control is applied to the third vehicle according to the fifth anti-skid control strategy.

[0010] Optionally, after applying anti-skid control to the third vehicle according to the fifth anti-skid control strategy within the skid position range, the method further includes: If the third vehicle skids within the skid position range, the real-time adhesion coefficient of the brake axle at the moment of the first skid is determined based on the braking force information of the third vehicle. The real-time adhesion coefficient of the brake axle at the moment when the third vehicle first begins to skid is used as the adhesion limit value for each vehicle following the third vehicle. Based on the adhesion limit value of each vehicle following the third vehicle, the maximum deceleration information of each vehicle following the third vehicle within the skid position range is determined, thus obtaining the sixth anti-skid control strategy. Within the skidding position range, anti-skid control is applied to each vehicle following the third vehicle according to the sixth anti-skid control strategy.

[0011] This invention also provides an anti-skid control device for rail vehicles to solve the problem that existing single-train anti-skid control strategies cannot achieve the sharing of information on low-adhesion areas on the track, and can only control after skidding has occurred, resulting in delayed skidding control and poor anti-skid effect. The device includes: The information acquisition module is used to acquire the coasting status information, coasting position information and braking force distribution information of the first vehicle, which is a vehicle that is coasting. The strategy determination module is used to determine the anti-skid control strategy of the second vehicle based on the coasting state information, coasting position information and braking force distribution information of the first vehicle, wherein the second vehicle is a vehicle traveling after the first vehicle. The control module is used to perform anti-skid control on the second vehicle according to the anti-skid control strategy of the second vehicle.

[0012] This invention also provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the above-described anti-skid control method for rail vehicles.

[0013] This invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described anti-skid control method for rail vehicles.

[0014] This invention also provides a computer program product, which includes a computer program that, when executed by a processor, implements the above-described anti-skid control method for rail vehicles.

[0015] In this embodiment of the invention, the sliding state information, sliding position information, and braking force information of a first vehicle (the vehicle currently sliding) are acquired. Based on the sliding state information, sliding position information, and braking force information of the first vehicle, an anti-skid control strategy for a second vehicle (the vehicle following the first vehicle) is determined. Anti-skid control is then implemented on the second vehicle according to the anti-skid control strategy. Thus, this embodiment of the invention can determine the anti-skid control strategy for a following vehicle using the sliding state information, sliding position information, and braking force information of a vehicle currently sliding. Compared to existing anti-skid control strategies that rely on a single train, this embodiment of the invention can achieve the sharing of low-adhesion zone information on the track and perform anti-skid control before the following vehicle begins to slide, thereby avoiding lag in sliding control and improving the anti-skid control effect. Attached Figure Description

[0016] 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.

[0017] In the attached diagram: Figure 1 This is a topology diagram of a multi-vehicle cooperative control system provided in an embodiment of the present invention; Figure 2 The flowchart of an anti-skid control method for a rail vehicle provided in this embodiment of the invention. Figure 1 ; Figure 3 The flowchart of an anti-skid control method for a rail vehicle provided in this embodiment of the invention. Figure 2 ; Figure 4 The flowchart of an anti-skid control method for a rail vehicle provided in this embodiment of the invention. Figure 3 ; Figure 5 The flowchart of an anti-skid control method for a rail vehicle provided in this embodiment of the invention. Figure 4 ; Figure 6 The flowchart of an anti-skid control method for a rail vehicle provided in this embodiment of the invention. Figure 5 ; Figure 7 The flowchart of an anti-skid control method for a rail vehicle provided in this embodiment of the invention. Figure 6 ; Figure 8 The flowchart of an anti-skid control method for a rail vehicle provided in this embodiment of the invention. Figure 7 ; Figure 9 This is a schematic diagram of an anti-skid control device for a rail vehicle provided in an embodiment of the present invention. Detailed Implementation

[0018] 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.

[0019] In the description of this specification, the terms "comprising," "including," "having," and "containing" are open-ended terms, meaning that they include but are not limited to. The terms "an embodiment," "a specific embodiment," "some embodiments," and "for example," etc., refer to specific features, structures, or characteristics described in connection with that embodiment or example that are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, or characteristics described can be combined in any suitable manner in one or more embodiments or examples. The order of steps involved in the various embodiments is used to illustrate the implementation of this application, and the order of steps is not limited and can be adjusted appropriately as needed.

[0020] Research has found that existing anti-skid control strategies for single trains cannot share information on low-adhesion areas on the track. They can only be controlled after skidding has already occurred, resulting in delayed skidding control and poor anti-skid performance.

[0021] In response to the above research, this invention provides an anti-skid control scheme based on multi-vehicle cooperation to solve the problem that existing single-vehicle anti-skid control strategies cannot achieve the sharing of information on low-adhesion areas on the track, and can only be controlled after skidding has occurred, resulting in delayed skidding control and poor anti-skid effect.

[0022] Figure 1 A topology diagram for multi-vehicle cooperative control provided in an embodiment of the present invention, such as... Figure 1As shown, the topology diagram includes a control system and multiple rail vehicles traveling in sequence. Since low-adhesion areas on the track (such as oil stains, rain, snow, fallen leaves, frost, damp tunnels, etc.) are properties of fixed sections of the track line, not problems specific to any particular vehicle, the control system can acquire the vehicle status information of the sliding vehicle when the first vehicle skids in a low-adhesion area, in order to implement anti-skid control for the following vehicles.

[0023] based on Figure 1 A multi-vehicle cooperative control topology. Figure 2 A flowchart of an anti-skid control method for a rail vehicle provided in an embodiment of the present invention is shown. This method can... Figure 1 The method is executed by the control system in the system. The method may include: Step 201: Obtain the coasting status information, coasting position information, and braking force information of the first vehicle, where the first vehicle is the vehicle that is coasting. Step 202: Based on the coasting state information, coasting position information and braking force information of the first vehicle, determine the anti-skid control strategy for the second vehicle, which is a vehicle traveling after the first vehicle. Step 203: Implement anti-skid control for the second vehicle according to the anti-skid control strategy of the second vehicle.

[0024] In this embodiment of the invention, the sliding state information, sliding position information, and braking force information of a first vehicle (the vehicle currently sliding) are acquired. Based on the sliding state information, sliding position information, and braking force information of the first vehicle, an anti-skid control strategy for a second vehicle (the vehicle following the first vehicle) is determined. Anti-skid control is then implemented on the second vehicle according to the anti-skid control strategy. Thus, this embodiment of the invention can determine the anti-skid control strategy for a following vehicle using the sliding state information, sliding position information, and braking force information of a vehicle currently sliding. Compared to existing anti-skid control strategies that rely on a single train, this embodiment of the invention can achieve the sharing of low-adhesion zone information on the track and perform anti-skid control before the following vehicle begins to slide, thereby avoiding lag in sliding control and improving the anti-skid control effect.

[0025] The following is about Figure 2 The anti-skid control method for the rail vehicle shown is described in detail.

[0026] In step 201 above, when the vehicle (i.e., the first vehicle) begins to coast, it feeds back its coasting status information, coasting position information, and braking force information to the control system. The control system then acquires the vehicle's coasting status information, coasting position information, and braking force information.

[0027] In practice, the coasting status information of the first vehicle may include the vehicle's real-time speed. v1. Glide axis speed v 2. Sliding shaft deceleration a Wait, a sliding axle refers to an axle that has slid.

[0028] The coasting position information of the first vehicle may include the vehicle's coasting start position. S 1 and the end position of the slide S 2.

[0029] The braking force information of the first vehicle may include the braking force distributed to each axle. F i1 Real-time calculation of adhesion coefficient μ i1 Wait, the real-time calculation of the adhesion coefficient here. μ i1 This could refer to the braking force currently allocated to each axle. F i1 Then, calculate the adhesion coefficient required for each axis.

[0030] In step 202 above, the anti-skid control strategy for the second vehicle can be determined based on the skidding state information, skidding position information and braking force information of the first vehicle; in step 203, the control system performs anti-skid control on the second vehicle according to the anti-skid control strategy of the second vehicle.

[0031] The second vehicle is the vehicle that travels after the first vehicle.

[0032] In practice, the control system can determine the skid depth of the first vehicle based on its skid state information, skid position information, and braking force information. Based on the skid depth of the first vehicle, different anti-skid control strategies can be determined to implement anti-skid control on the second vehicle.

[0033] In one embodiment, such as Figure 3 As shown, step 202 above may specifically include: Step 301: Based on the first vehicle's coasting state information, coasting position information, and braking force information, determine the first vehicle's coasting depth, coasting position range, and maximum calculated adhesion coefficient; Step 302: When the sliding depth is greater than the preset sliding depth threshold, the maximum calculated adhesion coefficient of the first vehicle is used as the adhesion limit value of the second vehicle, and the braking force distribution information of each brake axle of the second vehicle in the sliding position range is determined according to the arithmetic adhesion method, so as to obtain the first anti-skid control strategy of the second vehicle. Specifically, step 203 may include: applying anti-skid control to the second vehicle within the skidding position range according to the first anti-skid control strategy.

[0034] In specific implementation, in step 301, the skid depth of the first vehicle can be determined based on the skid state information of the first vehicle. For example, the skid depth can be represented by the slip ratio λ: in, v 1 represents the vehicle's real-time speed. v 2 represents the speed of the sliding axis.

[0035] It should be noted that the gliding depth can also be expressed by wheel speed difference, wheel deceleration or deceleration difference, wheel speed change rate, etc. In practical applications, it can be determined based on specific needs, and no limitation is made here.

[0036] Based on the first vehicle's coasting position information, such as the vehicle's starting position for coasting... S 1 and the end position of the slide S 2. Determine the gliding position range ( S 1, S 2).

[0037] The maximum calculated adhesion coefficient of the first vehicle can be determined based on its braking force information. For example, the maximum calculated adhesion coefficient of the first vehicle can be the real-time calculated adhesion coefficient of each axle. μ i1 The maximum value in is denoted as μ max1 .

[0038] In specific implementation, in step 302, the preset coasting depth threshold can be set according to the actual operating conditions of the track and the way coasting depth is represented. For example, if coasting depth is represented by the slip ratio, the preset coasting depth threshold can be set to 30%. If the slip ratio λ is greater than 30%, the anti-skid control strategy for the second vehicle, i.e., the first anti-skid control strategy, can be determined in the following way: Using the maximum calculated adhesion coefficient of the first vehicle (e.g.) μ max1 The adhesion coefficient of each brake axle of the second vehicle is limited, that is... μ max1 As the adhesion limit value of the second vehicle, and according to the arithmetic adhesion method, combined with the load of each brake axle of the second vehicle ( m n , where n represents the serial number of the brake shaft. m n (Based on pre-acquired data) the braking force distribution information of each braking axle of the second vehicle within the sliding position range. Specifically, the arithmetic progression adhesion method is a braking force distribution strategy for rail vehicle braking control that allocates the target adhesion coefficient of each axle according to an arithmetic sequence. The arithmetic progression adhesion method can be expressed as: in, μ n This represents the target adhesion coefficient of the nth brake axle. μ n-1 Δ represents the target adhesion coefficient of the (n-1)th brake axle. μ Δ represents the difference in the target adhesion coefficient. μ The settings can be made based on project experience and the actual operating conditions of the current track line. Furthermore, when allocating the target adhesion coefficient for each axis using an arithmetic progression method, μ n Cannot exceed the adhesion limit value μ max1 .

[0039] Within the taxiing position range ( S 1, S 2) The braking force distribution information for each brake axle can be: in, F n Let g represent the braking force of the nth brake axle, and g represent the acceleration due to gravity. F This indicates the braking force of the second vehicle as a whole.

[0040] Based on the first anti-skid control strategy, when the second vehicle is within the skid position range ( S 1 ，S 2) Implement anti-slip control according to the first anti-slip control strategy.

[0041] In one embodiment, such as Figure 4 As shown, after step 203, the following may also be included: Step 401: If the second vehicle slides within the sliding position range, determine the real-time adhesion coefficient of the brake axle at the moment of the first sliding based on the first braking force information of the second vehicle. Step 402: The real-time adhesion coefficient of the brake axle at the moment when the second vehicle first begins to slide is used as the adhesion limit value of each vehicle following the second vehicle. Based on the adhesion limit value of each vehicle following the second vehicle, the maximum deceleration information of each vehicle following the second vehicle in the sliding position range is determined, and the second anti-skid control strategy is obtained. Step 403: Within the skidding position range, apply anti-skid control to each vehicle following the second vehicle according to the second anti-skid control strategy.

[0042] In practice, after the second vehicle is subjected to anti-skid control according to the first anti-skid control strategy, if the second vehicle still skids within the skid position range, anti-skid control can be applied to all subsequent vehicles based on the braking force information of the second vehicle (i.e., the first braking force information).

[0043] Specifically, under the control strategy of equal adhesion distribution and setting the adhesion limit value constraint of the second vehicle, the target adhesion coefficient of each brake axle is distributed in a gradient. The axle with the lowest target adhesion coefficient will reach the wheel-rail adhesion limit first and slip. At this time, the real-time adhesion coefficient of the brake axle at the first slip moment can approximately characterize the actual usable adhesion level of the wheel and rail in that interval. Therefore, anti-skid control can be performed on subsequent vehicles based on the real-time adhesion coefficient of the brake axle at the first slip moment of the second vehicle.

[0044] First, in step 401, the real-time adhesion coefficient of the brake axle at the moment of first slippage is determined based on the first braking force information of the second vehicle. Here, the first braking force information is the real-time braking force information of the second vehicle when anti-skid control is performed on the second vehicle according to the first anti-skid control strategy. For example, the real-time adhesion coefficient can be determined by the ratio of the average deceleration of the vehicle to the gravitational acceleration 0.2s before and after the moment of first slippage.

[0045] In step 402, the real-time adhesion coefficient of the brake axle at the moment the second vehicle first begins to slide is used as the adhesion limit value for each vehicle traveling after the second vehicle. μ m And based on the adhesion limit value μ m Determine the maximum deceleration information of each vehicle following the second vehicle within the sliding position range. μ m ×g yields the second anti-slip control strategy.

[0046] In step 403, that is, the deceleration of each vehicle following the second vehicle within the sliding position range. a≤μ m ×g.

[0047] It should be noted that after the second vehicle is subjected to anti-skid control according to the first anti-skid control strategy, if the second vehicle does not skid within the skid position range, it indicates that the track condition has improved, and subsequent vehicles can operate normally.

[0048] In one embodiment, such as Figure 5 As shown, after step 301 above, the following may also be included: Step 501: If the sliding depth is not greater than the preset sliding depth threshold, determine whether the second vehicle has an adhesive enhancement device. Step 502: If the second vehicle has an adhesion-enhancing device, then determine the third anti-skid control strategy for the second vehicle. The third anti-skid control strategy includes control instructions for controlling the adhesion-enhancing device to perform adhesion-enhancing actions. Specifically, step 203 may include: applying anti-skid control to the second vehicle within the skidding position range according to the third anti-skid control strategy.

[0049] In specific implementation, for example, in step 501, if the slip ratio λ is not greater than 30%, it is determined whether the second vehicle has an adhesion-enhancing device. An adhesion-enhancing device is an on-board device that actively increases the usable adhesion coefficient between the wheel and rail. Its core purpose is to solve the low adhesion problem caused by wet, slippery rail surfaces, oil stains, fallen leaves, etc., to prevent wheel slippage or wheel spin, and to ensure braking performance and driving safety. In this embodiment of the invention, the type and model of the adhesion-enhancing device are not limited.

[0050] In step 502, if the second vehicle has an adhesion-enhancing device, a third anti-skid control strategy for the second vehicle can be determined. The third anti-skid control strategy includes control commands to control the adhesion-enhancing device to perform adhesion-enhancing actions.

[0051] The second vehicle is in the skidding position range ( S 1 ，S 2) The adhesion-enhancing device can be controlled to perform adhesion-enhancing actions according to the third anti-slip control strategy.

[0052] Thus, this embodiment of the invention takes into account the anti-skid configuration of the second vehicle, and by controlling the adhesion-enhancing device, the effectiveness of the anti-skid control can be further improved.

[0053] In one embodiment, such as Figure 6 As shown, after step 501, the following may also be included: Step 601: If the second vehicle does not have an adhesion enhancement device, determine the braking force distribution information of each brake axle of the second vehicle in the sliding position range according to the equal adhesion method, and obtain the fourth anti-skid control strategy of the second vehicle. Specifically, step 203 may include: applying anti-skid control to the second vehicle within the skidding position range according to the fourth anti-skid control strategy.

[0054] In specific implementation, in step 601, if the second vehicle does not have an adhesion-enhancing device, the anti-skid control strategy for the second vehicle can be determined in the following way, namely the fourth anti-skid control strategy: The second vehicle's sliding position range is determined according to the equal adhesion method. S 1, S 2) Braking force distribution information for each braking axle. Specifically, the equal adhesion method is a braking force distribution strategy in rail vehicle braking control that assigns the same target adhesion coefficient to all braking axles. The equal adhesion method can be expressed as: In other words, the target adhesion coefficient is the same for each brake shaft.

[0055] Within the taxiing position range ( S 1, S 2) The braking force distribution information for each brake axle can be: Based on the third anti-skid control strategy, when the second vehicle is in the skid position range ( S 1 ，S 2) Implement anti-slip control according to the fourth anti-slip control strategy.

[0056] In this way, when the sliding depth is not greater than the preset sliding depth threshold and the second vehicle does not have an adhesion-enhancing device, the anti-skid control strategy of the second vehicle in the sliding position range can be determined by the equal adhesion method, which can ensure the rationality of the braking force distribution and further improve the effectiveness of anti-skid control.

[0057] In one embodiment, such as Figure 7 As shown, after step 203, the following may also be included: Step 701: After applying anti-skid control to the second vehicle according to the third or fourth anti-skid control strategy within the skid position range, if the second vehicle skids within the skid position range, determine the maximum calculated adhesion coefficient of the second vehicle based on the second braking force information of the second vehicle. Step 702: The maximum calculated adhesion coefficient of the second vehicle is used as the adhesion limit value of the third vehicle, and the braking force distribution information of each brake axle of the third vehicle in the sliding position range is determined according to the arithmetic adhesion method, so as to obtain the fifth anti-skid control strategy of the third vehicle; the third vehicle is a vehicle traveling after the second vehicle. Step 703: Within the skidding position range, apply anti-skid control to the third vehicle according to the fifth anti-skid control strategy.

[0058] In specific implementation, in step 701, after the second vehicle is subjected to anti-skid control according to the third or fourth anti-skid control strategy within the skid position range, if the second vehicle still skids within the skid position range, the third vehicle can be subjected to anti-skid control based on the second vehicle's second braking force information. The second braking force information is the braking force information allocated to each brake axle of the second vehicle when the second vehicle is subjected to anti-skid control according to the third or fourth anti-skid control strategy, and the adhesion coefficient is calculated in real time. μ i2 Etc. Specifically, firstly, the real-time calculated adhesion coefficient of each brake axle in the second braking force information of the second vehicle can be obtained. μi2 The maximum value is determined as the maximum calculated adhesion coefficient of the second vehicle, denoted as . μ max2 .

[0059] Then, in steps 702 and 703, the maximum calculated adhesion coefficient of the second vehicle can be determined. μ max2 The adhesion limit value of the third vehicle is used as the basis for determining the braking force distribution information of each brake axle of the third vehicle within the slip position range according to the arithmetic adhesion method, thus obtaining the fifth anti-skid control strategy for the third vehicle. Specifically, steps 702 and 703 can be implemented with reference to the determination process of the first anti-skid control strategy described above, and will not be elaborated further here.

[0060] Thus, if the second vehicle still slides within the sliding position range after the third or fourth anti-skid control strategy is applied to it, the anti-skid control effect can be further improved by applying anti-skid control to the third vehicle following the second vehicle using the real-time braking force information of the second vehicle.

[0061] It should be noted that if the second vehicle does not slip within the slip position range after the third or fourth anti-slip control strategy is implemented, it indicates that the track condition has improved, and subsequent vehicles can operate normally.

[0062] In one embodiment, such as Figure 8 As shown, after step 703, the following may also be included: Step 801: If the third vehicle slides within the sliding position range, determine the real-time adhesion coefficient of the brake axle at the moment of the first sliding based on the braking force information of the third vehicle. Step 802: The real-time adhesion coefficient of the brake axle at the moment when the third vehicle first begins to slide is used as the adhesion limit value of each vehicle following the third vehicle. Based on the adhesion limit value of each vehicle following the third vehicle, the maximum deceleration information of each vehicle following the third vehicle in the sliding position range is determined, and the sixth anti-skid control strategy is obtained. Step 803: Within the skidding position range, apply anti-skid control to each vehicle following the third vehicle according to the sixth anti-skid control strategy.

[0063] In practice, after implementing anti-skid control for the third vehicle according to the fifth anti-skid control strategy, if the third vehicle still skids within the skid position range, anti-skid control can be applied to all subsequent vehicles based on the real-time adhesion coefficient of the brake axle at the moment the third vehicle first skids. The specific implementation process can be found in the embodiments described in steps 401-403 above, and will not be elaborated further here.

[0064] In summary, the aforementioned anti-skid control method for rail vehicles is based on information sharing between the low-adhesion zone of the track and the vehicle's status, forming a dynamic and interconnected anti-skid control strategy. Furthermore, it achieves active anti-skid control by sharing vehicle slippage and braking force information, combined with wheel-rail relationship characteristics, thus meeting the high safety and real-time control requirements of rail transit vehicles. Additionally, different control strategies are formulated based on the configuration of the track vehicle's adhesion-enhancing devices. Braking intervention is then applied after activating the adhesion-enhancing devices to improve wheel-rail adhesion, thereby reducing slippage risk through root-cause control and avoiding efficiency losses due to excessive braking. Moreover, the aforementioned anti-skid control method for rail vehicles can be applied to existing train control systems without large-scale modifications to the trains, making it suitable for various rail transit scenarios such as railway vehicles, subway vehicles, and intercity vehicles, demonstrating stronger compatibility.

[0065] This invention also provides an anti-skid control device for rail vehicles, as described in the following embodiments. Since the principle by which this device solves the problem is similar to the aforementioned anti-skid control method for rail vehicles, the implementation of this method can be found in the implementation of the anti-skid control method for rail vehicles; repeated details will not be elaborated further.

[0066] like Figure 9 The diagram shown is a schematic representation of an anti-skid control device for a rail vehicle according to an embodiment of the present invention. The device may include: The information acquisition module 901 is used to acquire the coasting status information, coasting position information and braking force distribution information of the first vehicle, wherein the first vehicle is a vehicle that is coasting. The strategy determination module 902 is used to determine the anti-skid control strategy of the second vehicle based on the skid state information, skid position information and braking force distribution information of the first vehicle, wherein the second vehicle is a vehicle traveling after the first vehicle. The control module 903 is used to perform anti-skid control on the second vehicle according to the anti-skid control strategy of the second vehicle.

[0067] In one embodiment, the strategy determination module 902 can be specifically used for: Based on the first vehicle's coasting state information, coasting position information, and braking force information, determine the first vehicle's coasting depth, coasting position range, and maximum calculated adhesion coefficient; When the sliding depth is greater than the preset sliding depth threshold, the maximum calculated adhesion coefficient of the first vehicle is used as the adhesion limit value of the second vehicle, and the braking force distribution information of each brake axle of the second vehicle in the sliding position range is determined according to the arithmetic adhesion method, so as to obtain the first anti-skid control strategy of the second vehicle. Control module 903 can be used specifically for: Within the skidding position range, the second vehicle is subjected to anti-skid control according to the first anti-skid control strategy.

[0068] In one embodiment, after the control module 903 performs anti-skid control on the second vehicle according to the first anti-skid control strategy within the skid position range, it may further include: If the second vehicle slides within the sliding position range, the real-time adhesion coefficient of the brake axle at the moment of the first sliding is determined based on the first braking force information of the second vehicle. The real-time adhesion coefficient of the brake axle at the moment when the second vehicle first begins to skid is used as the adhesion limit value for each vehicle following the second vehicle. Based on the adhesion limit value of each vehicle following the second vehicle, the maximum deceleration information of each vehicle following the second vehicle in the skid position range is determined, and the second anti-skid control strategy is obtained. Within the skidding position range, anti-skid control is applied to each vehicle following the second vehicle according to the second anti-skid control strategy.

[0069] In one embodiment, the strategy determination module 902 can also be used for: If the gliding depth is not greater than the preset gliding depth threshold, determine whether the second vehicle has an adhesive enhancement device; If the second vehicle has an adhesion-enhancing device, then a third anti-skid control strategy for the second vehicle is determined, the third anti-skid control strategy including control instructions to control the adhesion-enhancing device to perform adhesion-enhancing actions; Control module 903 can be used specifically for: Within the skidding position range, the second vehicle is subjected to anti-skid control according to the third anti-skid control strategy.

[0070] In one embodiment, the strategy determination module 902 can also be used for: If the second vehicle does not have an adhesion-enhancing device, the braking force distribution information of each brake axle of the second vehicle in the sliding position range is determined according to the equal adhesion method, and the fourth anti-skid control strategy of the second vehicle is obtained. Control module 903 can be used specifically for: Within the skidding position range, the second vehicle is subjected to anti-skid control according to the fourth anti-skid control strategy.

[0071] In one embodiment, after the second vehicle is subjected to anti-skid control according to the third or fourth anti-skid control strategy within the skid position range, if the second vehicle skids within the skid position range, the maximum calculated adhesion coefficient of the second vehicle is determined based on the second braking force information of the second vehicle. The maximum calculated adhesion coefficient of the second vehicle is used as the adhesion limit value of the third vehicle, and the braking force distribution information of each brake axle of the third vehicle in the sliding position range is determined according to the arithmetic adhesion method, so as to obtain the fifth anti-skid control strategy of the third vehicle; the third vehicle is a vehicle traveling after the second vehicle. Within the skidding position range, anti-skid control is applied to the third vehicle according to the fifth anti-skid control strategy.

[0072] In one embodiment, after applying anti-skid control to the third vehicle according to the fifth anti-skid control strategy within the skid position range, the method may further include: If the third vehicle skids within the skid position range, the real-time adhesion coefficient of the brake axle at the moment of the first skid is determined based on the braking force information of the third vehicle. The real-time adhesion coefficient of the brake axle at the moment when the third vehicle first begins to skid is used as the adhesion limit value for each vehicle following the third vehicle. Based on the adhesion limit value of each vehicle following the third vehicle, the maximum deceleration information of each vehicle following the third vehicle within the skid position range is determined, thus obtaining the sixth anti-skid control strategy. Within the skidding position range, anti-skid control is applied to each vehicle following the third vehicle according to the sixth anti-skid control strategy.

[0073] This invention also provides a computer device, which includes a memory, a processor 520, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the above-described anti-skid control method for rail vehicles.

[0074] This invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described anti-skid control method for rail vehicles.

[0075] This invention also provides a computer program product, which includes a computer program that, when executed by a processor, implements the aforementioned anti-skid control method for rail vehicles.

[0076] In this embodiment of the invention, the sliding state information, sliding position information, and braking force information of a first vehicle (the vehicle currently sliding) are acquired. Based on the sliding state information, sliding position information, and braking force information of the first vehicle, an anti-skid control strategy for a second vehicle (the vehicle following the first vehicle) is determined. Anti-skid control is then implemented on the second vehicle according to the anti-skid control strategy. Thus, this embodiment of the invention can determine the anti-skid control strategy for a following vehicle using the sliding state information, sliding position information, and braking force information of a vehicle currently sliding. Compared to existing anti-skid control strategies that rely on a single train, this embodiment of the invention can achieve the sharing of low-adhesion zone information on the track and perform anti-skid control before the following vehicle begins to slide, thereby avoiding lag in sliding control and improving the anti-skid control effect.

[0077] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0078] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0079] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0080] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0081] 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 method for anti-skid control of a rail vehicle, characterized in that, include: Acquire the coasting status information, coasting position information, and braking force information of the first vehicle, where the first vehicle is a vehicle that is coasting. Based on the coasting status information, coasting position information and braking force information of the first vehicle, the anti-skid control strategy of the second vehicle is determined, wherein the second vehicle is a vehicle traveling after the first vehicle. Based on the anti-skid control strategy of the second vehicle, anti-skid control is applied to the second vehicle.

2. The method as described in claim 1, characterized in that, Based on the coasting state information, coasting position information, and braking force information of the first vehicle, an anti-skid control strategy for the second vehicle is determined, including: Based on the first vehicle's coasting state information, coasting position information, and braking force information, determine the first vehicle's coasting depth, coasting position range, and maximum calculated adhesion coefficient; When the sliding depth is greater than the preset sliding depth threshold, the maximum calculated adhesion coefficient of the first vehicle is used as the adhesion limit value of the second vehicle, and the braking force distribution information of each brake axle of the second vehicle in the sliding position range is determined according to the arithmetic adhesion method, so as to obtain the first anti-skid control strategy of the second vehicle. Based on the anti-skid control strategy for the second vehicle, anti-skid control is implemented for the second vehicle, including: Within the skidding position range, the second vehicle is subjected to anti-skid control according to the first anti-skid control strategy.

3. The method as described in claim 2, characterized in that, After applying anti-skid control to the second vehicle within the skid position range according to the first anti-skid control strategy, the process also includes: If the second vehicle slides within the sliding position range, the real-time adhesion coefficient of the brake axle at the moment of the first sliding is determined based on the first braking force information of the second vehicle. The real-time adhesion coefficient of the brake axle at the moment when the second vehicle first begins to skid is used as the adhesion limit value for each vehicle following the second vehicle. Based on the adhesion limit value of each vehicle following the second vehicle, the maximum deceleration information of each vehicle following the second vehicle in the skid position range is determined, and the second anti-skid control strategy is obtained. Within the skidding position range, anti-skid control is applied to each vehicle following the second vehicle according to the second anti-skid control strategy.

4. The method as described in claim 2, characterized in that, After determining the sliding depth, sliding position range, and maximum calculated adhesion coefficient of the first vehicle based on its sliding state information, sliding position information, and braking force information, the process also includes: If the gliding depth is not greater than the preset gliding depth threshold, determine whether the second vehicle has an adhesive enhancement device; If the second vehicle has an adhesion-enhancing device, then a third anti-skid control strategy for the second vehicle is determined, the third anti-skid control strategy including control instructions to control the adhesion-enhancing device to perform adhesion-enhancing actions; Based on the anti-skid control strategy for the second vehicle, anti-skid control is implemented for the second vehicle, including: Within the skidding position range, the second vehicle is subjected to anti-skid control according to the third anti-skid control strategy.

5. The method as described in claim 4, characterized in that, After determining whether the second vehicle has an adhesive-enhancing device, the following steps are also included: If the second vehicle does not have an adhesion-enhancing device, the braking force distribution information of each brake axle of the second vehicle in the sliding position range is determined according to the equal adhesion method, and the fourth anti-skid control strategy of the second vehicle is obtained. Based on the anti-skid control strategy for the second vehicle, anti-skid control is implemented for the second vehicle, including: Within the skidding position range, the second vehicle is subjected to anti-skid control according to the fourth anti-skid control strategy.

6. The method as described in any one of claims 4 or 5, characterized in that, Also includes: After the second vehicle is subjected to anti-skid control according to the third or fourth anti-skid control strategy within the skid position range, if the second vehicle skids within the skid position range, the maximum calculated adhesion coefficient of the second vehicle is determined based on the second braking force information of the second vehicle. The maximum calculated adhesion coefficient of the second vehicle is used as the adhesion limit value of the third vehicle, and the braking force distribution information of each brake axle of the third vehicle in the sliding position range is determined according to the arithmetic adhesion method, so as to obtain the fifth anti-skid control strategy of the third vehicle; the third vehicle is a vehicle traveling after the second vehicle. Within the skidding position range, anti-skid control is applied to the third vehicle according to the fifth anti-skid control strategy.

7. The method as described in claim 6, characterized in that, After applying anti-skid control to the third vehicle within the skid position range according to the fifth anti-skid control strategy, the following is also included: If the third vehicle skids within the skid position range, the real-time adhesion coefficient of the brake axle at the moment of the first skid is determined based on the braking force information of the third vehicle. The real-time adhesion coefficient of the brake axle at the moment when the third vehicle first begins to skid is used as the adhesion limit value for each vehicle following the third vehicle. Based on the adhesion limit value of each vehicle following the third vehicle, the maximum deceleration information of each vehicle following the third vehicle within the skid position range is determined, thus obtaining the sixth anti-skid control strategy. Within the skidding position range, anti-skid control is applied to each vehicle following the third vehicle according to the sixth anti-skid control strategy.

8. An anti-skid control device for rail vehicles, characterized in that, include: The information acquisition module is used to acquire the coasting status information, coasting position information and braking force distribution information of the first vehicle, which is a vehicle that is coasting. The strategy determination module is used to determine the anti-skid control strategy of the second vehicle based on the coasting state information, coasting position information and braking force distribution information of the first vehicle, wherein the second vehicle is a vehicle traveling after the first vehicle. The control module is used to perform anti-skid control on the second vehicle according to the anti-skid control strategy of the second vehicle.

9. A computer 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 control method for the rail vehicle according to any one of claims 1 to 6.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the anti-skid control method for the rail vehicle according to any one of claims 1 to 6.

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